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weather phenomenon of how does it know the presence of wind-shear preliminarily, the
receiving way for information and the method, etc. in order to not encounter wind-shear:
General
Wind-shear means the sudden changes for wind speed and wind direction in a short
section along the flight path. The most effective method for coping with wind-shear is
to avoid from it. If wind-shear is forecasted, it is required to take the precautionary
measures as preparing to unexpected encounter. Further, if encountered, the recovery
should be executed at once.
Avoidance
(Contents for short)
To foresee the presence of Wind-Shear, the following factors provide useful
information.
Occurrence of Thunderstorm
Virga (Fall Streak: Rain dispersing in the descent.)
PIPEP (Pilot Reports)
LLWAS (Low Level Wind-Shear Alerting System)
Wind-Shear Prediction Function Message (Aircraft equipped with Wind-Shear
Prediction Function)
(2) Cope way at Encountering to Wind-Shear.
In the subsection 4-3-6 (2) of Wind-Shear in AOM, regarding the case to be possible to
encounter to wind-shear and cope way, etc. at having encountered, the cautionary
matters as followings are described.
Approach and Landing
27
(Contents for short)
Note: If airspeed increases suddenly, as it is possible to decrease later, it should not
change the thrust largely or it should not change the trim.
If necessary, it should disengage Auto-Thrust.
(3) Regulation related to the Recovery Control from Wind-Shear.
In the section 2-6-3 of Wind-Shear in AOM, there are the following descriptions.
If it encountered to wind-shear, or if wind-shear warning issued
: Immediately, it should control the following recovery from wind-shear.
PF PNF
Thrust levers・・・・・・・・TO/GA
Auto-pilot (if engaged) ・・・ KEEP
Speed-brake lever ・・・・・ RET
Follow SRS Order ***
Confirm the Maximum Thrust was set.
Confirm all necessary tasks completed, if
not completed, call the tasks lacked.
Monitor Vertical Speed and Altitude
Until danger for a wind-shear
disappears, it should not either change the
position of flaps nor gears, also the
airspeed should not be recovered.
If an anxiety with ground contact,
negative flight path or significant airspeed
deviation were recognized, it should call the
fact.
Note: If it is unable to use Flight Director (FD), pitch up to Initial Pitch Attitude of 17.5°.
Whether using FD or not, it may be pulled the side stick back to fully aft if necessary
for minimizing the decrease of an altitude, if maintaining Vαmax, there is a case to be
unable to keep the enough stall margin at having encountered to tail wind-shear.
2.12.8.3 Description in FCOM related to the Approach Method in Forecasting to Wind-Shear
In FCOM issued by Airbus, there are the following descriptions as the approach method
in significant weather. However, there is no description with responding to this in AOM
issued by ANA.
Operations in Wind-Shear or Down-Burst Conditions
Precautions for Suspected Wind-Shear
(Contents for short)
During Approach
(Contents for short)
- Select Flap 3.
28
- Use Managed Speed in the approach phase.
2.12.9 Test Flight using Flight Simulator, etc.
Tests were conducted using a full-flight simulator as the same model as the aircraft to
study the correspondence of the aircraft and possibility for avoidance at the accident
occurred, and also the measures for the prevention of recurrence as the same accident.
The simulator used for the flight tests was the first class flight simulator system and it
was equipped with sophisticated visual and motion systems, and had given the capability as
a Phase 3 flight simulator and had the highest level of simulation fidelity
2.12.9.1 Response for Engine Thrust to Thrust Lever Control
Purpose: Study for the engine response function in level flight at the altitude of around
200ft on the approach speed at the accident.
Test Procedure:
(1) To measure the time (second) necessary for N1 to stabilize in the revolution speed
equivalent to maximum takeoff thrust as making the thrust lever advance quickly from
idle position (around 25%) to the maximum takeoff position (around 91.7%).
(2) To measure the time necessary for N1 to stabilize in the revolution speed equivalent to
the maximum takeoff thrust as making the thrust lever advance quickly from the
position keeping N1 with 50% of thrust condition to maximum takeoff position.
Result
(1) As making the thrust lever advance quickly from idle position to the maximum takeoff
　
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